[rts] Community driven rural transport services

[Priyanthi Fernando]

Priyanthi Fernando contributing in my capacity as as participant...

Though I am tempted to answer to Dieter’s question on whether provision of
rural transport services should be on the menu of  the Bank’s financing of
community driven projects  with a very definite YES, I think we need as he
says some examples, before we can understand whether rural transport
services can be community managed in the way described.   This week I
received a brief synopsis of the evaluation of the Lanka Forum for Rural
Transport Development’s (LFRTD)  Community Managed Bus Service pilot project
which provides interesting insights on the potential of community management
of rural transport services and also  into  some of the potential
interventions  outlined by the authors’ of the RTS paper. I will share what
I got from the report  with you in the hope that Sri Lankan colleagues will
expand on what I am saying


This bus service became operational in January 1998.   It is managed by a
company formed by the elected representatives of 5 voluntary organisations
in the community.  The intervention seems to have had a positive impact on
the three villages (population 3500) participating in the project.  It has
helped meet transport needs and build social capital.  The village road  has
been upgraded to a 12ft motorable road of 13 km.  The provision of a regular
2 hourly bus service from 0730h to 1830 hours has led to easier transport to
school for children and teachers, improved the marketing of local produce,
especially for women who previously head loaded and enabled villagers to
engage in community and leisure trips.  Indirectly the intervention has
helped promote unity among the three communities and strengthened the
villagers’ ability to effectively use external assistance through linking
with government and non-government agencies.

The report says that though the company management of the bus services is a
suitable commercial approach, that with its institution the sense of
community ownership of the bus service has begun to wane.  The
sustainability of the scheme is also very much in question.  Though the
company  earns a marginal operational profit, this is insufficient to meet
the repayments on the loan taken out for the bus.  Bus fares in Sri Lanka
are controlled by the government and are a highly political issue. The
community bus must also be required to operate within this fare structure
which  is probably what makes it unsustainable.  On the other hand if more
realistic fares were to be charged would that compromise the benefits
achieved?

The scheme was intended to be a learning experience.  It would be
interesting to know what recommendations the LFRTD  has for replicating the
process?  Are there other comparable interventions in other parts of the
world?